Railway-car.



W. M. RYAN.

RAILWAY CAR'. APPLIOATION HLEDNOV. 22, 1907.

Patented Aug. 12, 1913.

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Patented Aug. 12, 1913.

W. M. RYAN.

RAILWAY GAR. APPLICATION FILED Nov. 22, 1907.

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Specification of Letters atent.

Patented fing. i2,19i3.

implication 'filed November 22, 1907. Serial No. 493,255?.

To @il 'whom it may concern:

Ee it known that l, WILLiAM M. RYAN, a citizen of the United States, and a resident of Chicago, county ofCoolr, and State of illinois, have invented certain new and useful lmp'rovements in Railway-Cars, of which l do declare the following to be a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification.

The present invention has more 4particularly for its object to provide an improved means for strengthening the under frame of wooden railway cars, and the invention consists in the features of novelty hereinafter described, illustrated in the accompanying drawings and particularly pointed out in the claims at the end of this specification.

Figure l is a view in central vertical section through a portion of a railway car embodying my invent-ion. Fig. H is a plan View of the' parts shown in Fig. I, portions of the car floor being broken away. Fig. lll is a Viewk in vertical section on/ line 3-3 of Fig. l. Fig. IV is a view in vertical section on line 4 4; of Fig. l. Fig. V is a iront elevation, parts of the car body being broken away. Fig. Vl is a detail plan view of one of my improved draft sills with a portion of a thrust beam connected thereto. vFig. VH is a view in side elevation of the parts shown in Fig. Vl.

l designates the wooden body of a freight car and 2 denotes one ofthe cross-sills at the end of a car. Beneath lthe door 3 of the car-body extend `the longitudinal, intermediate sills 5 and the longitudinal, central sills 6 that run from end to end of the car. Beneath the central, longitudinal sills 6 and bolted thereto as at 7 is placed my improved draft sill that is formed as a single casting having side walls 8 and a top plate 9. The front portion of my improved draft sill is formed with a raised shoulder 10 adapted to sit behind the cross-sill 2 at the endof the oar, and with a raised end portion 11 adapted to entend upwardly above the lower portion of the cross-sill 2. rthis raised portion 11 has a central stren -hening web 12k (see Fig. Vl) which eXten s between the upper and lower plates of the end portion of the casting. The front end of the casting is also formed with a chamberl that leads to the chambered portion 16 between the walls 8 of the body of the sill and within these 'the -beam will run to chambers 15 and 1G will be mounted the usual draw bar and the draft rigging leading back from the coupler head of t e car. A plate 18, having upturned ends 19, is bolted as at 2O to the bottom of the head or end 1l of the draft'sill and serves as a lsupport for the draw bar. Between the laterally extendingilanges 21 of the .draft sill are formed strengthening webs or walls 22 which add to the strength and rigidity of the casting.

rIhe rear portion of the draft sill isformed with a transverse chamber or pocket 25-to receive the bolster 26 of the car. Through the top wall 27 of the chamber 25, and

through the top plate 9 above it, is formed an opening 29 to receive the king-pin whereby the draft sill and the bolster will be connected with the car truck.- Beneath the chamber 25 at the rear of the draft sill eX- tends the center plate 32 that is bolted as at .plate to 'the draft sill is avoided, as the strains and thrusts to which the center plate 32 is subjected are borne in great measure by the flanges of the center plate. Moreover, the raised front and rear flanges of the center plate most eifectively serve to preventl any buckling or spreading ofthe front and rear portions of the draft sill under the strains to which the parts are subjected.

At the rear end of the draft sill are preferably formed the contracted walls 45 and 46 constituting a pocket to receive oneI end of the thrust beam 47 which, as shown, is an ordinary -beain, its end being riveted to the sidewalls 45 and 46, and its lower flange resting within the pocket at the base of these walls. lt will be understood that the opposite end of the car that will be provided with a xdraft sill of a construction like that above described. By forming my improved draft tot sill of a single casting of the construction between the center, longitudinal sills of the 11@` ear and, the casting being in a single piece7 much more effectively resists the'lateial and torsional strains to which freight cars are subjected in the severe usage to which they7 are exposed. By providing the shoulder l() and the raised portion l1 at the front end of the draft sill, a pocket is formed to receive the cross-sill 2, the raised portions of the pocket holding the. cross-sill against movement both in forward and backward direction. By providing the ends walls or plates and 46 at the end of the draft sill, a most effective means is afforded; `,for attachment to the end of the tlii'ust beam, thereby most effectively guarding against any shearing action upon. the rivets, incident to the torsional strains to which the parts are subjected.

My present invention affords a inostef# fective means for strengthening the under frame lof wooden railway cars since, by means of my invention, an exceedingly rigid 'and dui'able structure leading from end to end of the car is provided so as to take the shocks and strains to which railway ears, and particularly railway freight cars, are constantly exposed.

My invention is readily applicable to wooden ears of ordinary construction and, when applied thereto, "ill serve to most effectively prolong the lite of the ear.

. Having thus described my invention, what l claim as new, and desire to secure by Letters Patent, is

l. The combination with the underfraine of a railway ear, of a metallic draft silll formed of a single casting and having a transverse pocket at its forward end and upon its upper face to receive a cross sill.

noeavae said draft sill also having upon its under side and at its rear, projecting flanges and one or more parts adapted to engage a cen 2. The poinbinatioii with the iinderfi'aine I of a railway cai', of a metallic draftv 'sill having a transverse opening at its rear ,end to receive a car-bolster land also having a raised top surface and a raised end portion forming a pocket to receive the cross sill of the car, and a cross sill located within and i'illing said pocket. 1

3. The combination with the underframe of a railway car, of a metallic draft- Sill formed as a single casting, having a raised portion at its outer'eiid to engage the cross sill of the cai' and having at its inner end a pocket to receive the bolster of the car.

4. The combination with the underfraine of a railway car, of a metallic draft sill formed as a single casting and provided at its inner end with integral, upwardly eX- tendiiig walls, and a thrust beam having its end located between said raised walls and secured thereto.

5. The combination with the underfrarne of a railwaycar, of a metallic draft sill formed as a single castingnnd having itsV inner end provided with integral, vupwardly extendingl walls and a pocket formed at the base of said walls, and an -beam having its ends secured between said walls vilt-li its base flange within said pocket.

- WILLIAM M. RYAN. Witnesses Gao. l). Fisi-inii', Jr, KA'riiARiNii Gunmen. 

